Henry tate



(No Model.)

H. TATE, Jr. & J. KILLIP, Jr.

GO VERNOR FOR ENGINES.

No. 398,554. Patented Feb. 26, 1889.

(hcgrapher. Washington. D c

UNTTEE STATES PATENT ()EETCE.

HENRY TATE, JR, AND JOHN KILLIP, JR, OF LIVERPOOL, COUNTY OF- LANCASTER, ENGLAND.

GOVERNOR FOR ENGINES.

SPECIFICATION forming part of Letters Patent N 0. 398,554, dated February 26, 1889.

Application filed November 5, 1887. Serial No. 254,412. (No model.) Patented in England February 9, 1887, No. 2,026.

To aZZ whom it may concern:

Be it known that we, HENRY TATE, Jr., and JOHN KILLIP, J r., subjects of the Queen of Great Britain, residing at Liverpool, in the county of Lancaster, in the Kingdom of Engspeed thereof constant or with as little varia- This is particularly of imtion as possible. portance in the ease of engines employed for the driving of dynainc-machines for the production of electricity for ligl'iting purposes. It is best described by aid of the accompanying drawings, in which Figure 1 is a sectionalelevation; Fig. 2, an elevation at right angles to Fig. 1, and Fig. 3 a section through valve and valve-box.

A is the valvespindle, carrying the valve B between collar to and nut a. This spindle is carried in bearings V, V, and T in the valve-box D, as hereinafter described, and abuts at top against a stud, Y, screwed into spindle E by means of head 6, and held in adjustment by check-nut e. The spindle A is held up against stud Y by the steam pressing on its end and by spring M, hereinafter de scribed, and is susceptible of longitudinal but not of rotary motion.

B is a cylindrical valve on spindle A, having in the drawings four ports, I) b b b; but a greater or less number can be used, according to circumstances. These ports preferably extend all round the valve, except at equidistant points where strips or bars are left to hold the parts of the valve together. The ports are of varying width, I) being the widest, and each in succession being narrower than the one nest below it. By this means, when the valve is fully open and begins to close, it shuts off four times the amount of port area that would be due to its actual travel; but

after it has traveled a distance equal to the narrowest port then it begins to cut off at the rate of only three times the amountdue to its actual travel, and so on.

O a cylindrical. valve-seating secured in valve-box D, steam-tight at each end, and having ports a" c c 0', corresponding in size and shape to those in valve B.

D is a valve-box having entry for steam, (Z and exitd. These two can be reversed,it' desired, (Z being then exit and d entrance. This valve-box carries bearing T for spindle A; but, if. desired, the spindle can come outthrough a stufi'lng-box below. lox D also carries a stuffing-box, U, having two glands, V Y, and a space between drained by drainage-pipe n. An ordinary stufiing-box and packing can be substituted for this, if desired.

E is a second spindle, having a collar, S, at bottom, against which arms P of the governor, hereinafter described, press. It passes through sleeve G, having a fixed or solid bearing in the latter at its lower end and a movable bearing, F, at its upper end.

G is a sleeve in hearing I of frame J, and is driven by pulley g. It carries on its lower extremity two jaws, Q, in which the governorarms are pivoted by means of pin q.

H is a spring placed between said sleeve and spindle E and compressed by means of the movable bearing F bearing against it, and being screwed down by the nuts ff above it. This spring, pressing against the abutmentbearing 9 in Gand the adjustable bearing F, presses the latter up, and with it spindle E, till its collar S comes against the arms B.

The governor-arms are each composed of main arm R and ball K, shorter bell-crank arm, R, and a very short arm or projection, 7a, acting as a stop to prevent the arms flying out too far. hen the sleeve G is revolved rapidly by means of pulley g, connected with the engine, the balls i'lyout in the usual manner, and arms R press on spindle-collar S, pressing the valve-spindle and valve down. To partly counterbalance this pressure, links 0 are pivoted to the spindle A at 0' at one end and to lever L at the other end. Lever L in turn is pivoted on lug Z, fixed on the valvebox cover, and is held down at the other end by spring M. Spring BI is held by pin N, and the strain put upon the spring M is regulated by nuts n n on each side of solid abutment j. This abutment is rigidly fixed to the frame J. The mode of action is as follows: The engine starting, the full strength of the steam can pass through the four open ports. As the speed increases, spindle E, spindle A, and the valve are forced down by bell-cranks R as the balls fly out by centrifugal force, shutting ott part of the steam, and thus causing the engine to go at a uniform rate. If this rate be too fast or too slow, the spring M is slaekened I5 or tightened while the engine is going till a right speed is reached.

\Ve do not claim herein the construction of the valve represented in the drawings and its seat, said parts constituting the subject-matter of another and separate application filed on the ll-th day of December, 1889, Serial No. 293,551.

\V e claim as our invention- 1. In a governor, the combination of the 2 5 non-rotating valve, its spindle, and the spring M, connected to said spindle to open the valve, the spindle E, bearing upon but disconnected from the valve-spindle, the rotary collar or head G, and its governor-arms R, acting on the spindle E, whereby the arms R are caused to close the valve and the spring M caused to open the same.

2. In a governor for engines, the upright sustainingframe J, the rotating sleeve G,

3 5 mounted therein, the driving-pulley g, keyed to the upper end of said sleeve, the flange g on the lower end of the sleeve, and the governor-arms pivoted to said flange, in combination with the spindle E, located Within said sleeve and adapted to be engaged by the governor-arms, the collar F on the upper end of the spindle, and the spring encircling said spindle, one end bearing on the collar F and the other end bearing on the flange g.

3. In a governor of the type herein described, the combination of the sleeve G, the governor-arms pivoted thereto, the spindle E, adapted to be engaged by the said arms, and the stops k on said arms, adapted to encounter the sleeve and limit the outward motion of the arms.

4. The combination of the sleeve G, governor-arms K, pivoted thereto, bell-crank arm R, projection 7;, and collar S, for the purposes described.

5. In a governor for engines, the valve, the valve-spindle connected thereto, the spindle E, disconnected from said valve-spindle, and the governor-arms adapted to operate the spindle E, in combination with the adjusting device V, having one end connected to one of said spindles and its other end free and adapted to bear against the opposing spindle,

substantially as and for the purpose described.

In testimony whereof we have signed our names to this specification in the presence of two subscribing witnesses.

HENRY TATE, J R. .lOI-IN KILLIP, JR. lVitnesses:

Wu. P. THOMPSON, GEO. C. DYMOND. 

